BMW Sauber F1.09: BMW's 2009 Formula One Missile

BMW is ready to tackle the 2009 Formula One season with a new, KERS-equipped BMW Sauber F1 racer. Full details and the stunning gallery below.

The new BMW 2009 Formula One entrant is strikes a clear visual difference from its predecessor in the three-element nose on the F1.09 car, which is higher and larger than the previous generation. On the other end, the rear wing has gotten much smaller because of new regulations.

Despite the overwhelming visual presence, the Kinetic Energy Recovery System (KERS) is probably the biggest story of the new car. The new system, which collects energy from braking, will be able to supply an extra 80 HP for a period of about 6.67 seconds at the push of a button. This system will allow for better passing, or so the theory goes.

Of course, at the launch BMW team leader Mario Theissen said he wasn't sure they're ready to use the system. Whatever happens with the car, expect it's performance to be shocking.

 

The BMW Sauber F1.09 – fundamentally different.

The winds of change are blowing through Formula One. 2009 sees arguably the
most significant rewrite of the F1 technical rulebook in the history of the sport.
Whereas up to now the engineers had always been able to use the previous
year’s car as a basis for the design of their new machine, now they’ve been asked
to start with a clean slate – or, more accurately, a blank computer screen.
Completely redefined aerodynamics, the return of treadless tyres (slicks) and the
option of fitting KERS (Kinetic Energy Recovery System) technology have
literally brought the teams back to the drawing board.

In early 2007 the FIA set up the OWG (Overtaking Working Group) to think up
ways of making Formula One more attractive; in other words, to identify areas
where change was needed to make overtaking easier.

The principle problem of modern Formula One cars lay in the massive
amounts of downforce they lost once the distance to the car in front dropped
below around two seconds. This “dirty air” whipped up by the preceding car
significantly diminished the effect of the front wing in particular, and this
manifested itself in pronounced understeer. As a result, changes in position
were more frequently the result of strategies in the pit lane than overtaking
manoeuvres out on the track.

The OWG looked into this phenomenon with the help of a series of
experimental tests in the wind tunnel and computer-aided airflow simulations,
before coming up with a proposal: less aerodynamic downforce combined
with more mechanical grip would be the way ahead. Indeed, the OWG
recommended reducing downforce by some 40 percent.
This has led to radical changes, especially as far as aerodynamics are

The BMW Sauber F1.09 – fundamentally different.

The winds of change are blowing through Formula One. 2009 sees arguably the
most significant rewrite of the F1 technical rulebook in the history of the sport.
Whereas up to now the engineers had always been able to use the previous
year’s car as a basis for the design of their new machine, now they’ve been asked
to start with a clean slate – or, more accurately, a blank computer screen.
Completely redefined aerodynamics, the return of treadless tyres (slicks) and the
option of fitting KERS (Kinetic Energy Recovery System) technology have
literally brought the teams back to the drawing board.

In early 2007 the FIA set up the OWG (Overtaking Working Group) to think up
ways of making Formula One more attractive; in other words, to identify areas
where change was needed to make overtaking easier.

The principle problem of modern Formula One cars lay in the massive
amounts of downforce they lost once the distance to the car in front dropped
below around two seconds. This “dirty air” whipped up by the preceding car
significantly diminished the effect of the front wing in particular, and this
manifested itself in pronounced understeer. As a result, changes in position
were more frequently the result of strategies in the pit lane than overtaking
manoeuvres out on the track.

The OWG looked into this phenomenon with the help of a series of
experimental tests in the wind tunnel and computer-aided airflow simulations,
before coming up with a proposal: less aerodynamic downforce combined
with more mechanical grip would be the way ahead. Indeed, the OWG
recommended reducing downforce by some 40 percent.

This has led to radical changes, especially as far as aerodynamics are
concerned. The front wing of the F1.09, for example, has grown in width from
1,400 mm to 1,800 mm, making it as broad as the car as a whole. It is also fixed
lower down than before. Added to which, spectators will find the significantly
narrower, higher-mounted rear wing takes some getting used to.
The regulations have also limited the use of air deflectors and cooling apertures
to a minimum. The result of all these new rules is a totally new look for the
F1 cars.

Even more exciting than ever.

For Willy Rampf, the BMW Sauber F1 Team Technical Coordinator and the
man responsible for the concept of the BMW Sauber F1.09, and Walter Riedl,
Managing Director of BMW Sauber AG – who also heads up the technical
department in Hinwil and is responsible for the development of the new car –
this project has represented a memorable challenge. “Developing a new
Formula One car is always exciting, but this time there was something even
more special about it. We really were starting from scratch,” says Rampf.
The combination of the return of slicks with the possible use of KERS
technology places particular importance on weight distribution. “First and
foremost, the switch from grooved tyres to slicks means more grip, of course,
but it also moves the balance of forces further forward: removing the grooves
gives the front tyres proportionally a greater contact area and more grip than
the rear tyres,” explains Rampf. Consequently, more weight has to be shifted
towards the front of the car and the aero balance adjusted likewise.

This is no easy task, especially in conjunction with KERS, as the new system
adds extra weight and the engineers have much less scope for juggling ballast.
Furthermore, they also have to find a way of packaging the KERS elements –
the electric motor/generator, energy storage unit and control unit – which mini-
mises their negative impact on aerodynamics and at the same time ensures
there is sufficient cooling for all these components.
Work begins earlier than usual.

The team had to carefully consider all of these practical constraints in the basic
concept of the car. Key areas included the definition of parameters such as
the wheelbase, weight distribution, position of the engine and gearbox, shape
and size of the fuel tank, and the positioning of the KERS elements. “Because
the car differs so significantly from its predecessor, we already started work
on the first concept studies in February – two months earlier than normal and
before the F1.08 had even started its first race,” says Rampf, highlighting
the extraordinary nature of the situation.

“Our aim,” continues Rampf, “was to build a car with high aerodynamic
efficiency and in so doing claw back as much of the downforce as possible,
which the new regulations had taken away.” The first phase of the project
involved conducting studies on several different concepts in which the team
assessed the interplay of aero balance, tyre requirements and weight
distribution. This was followed by an optimisation phase.

The aerodynamics experts invested a great deal of time in the development of
the front wing in particular, as this area influences the airflow over the entire car.
As far back as February, the BMW Sauber F1 Team specialists used CFD –
and therefore the capability of the Albert3 supercomputer – to look into the
functioning of the front wing and, more specifically, its interaction with the
underbody. “No longer being allowed to use turning vanes to guide the airflow
makes the task a whole lot more difficult,” explains Walter Riedl. Another
complicating factor is the centre section of the front wing, which is also
precisely defined in the regulations and thus imposes further constraints on
how much the engineers can do.

The result is a three-element front wing with a very dominant visual presence,
which does much to shape the appearance of the car as a whole. Its outer
edges are fitted with several auxiliary elements, which are all designed to
channel the air as efficiently as possible around the front tyres. The less air
hitting the turning wheels directly, the less uncontrolled turbulence occurs.
Another new feature of the regulations allows the drivers to move the flaps on
the front wing upwards or downwards. Again, this is intended to make it easier
to get up close behind the car in front.

They may have already made admirable progress, but this is just the beginning
for the engineers, as Riedl explains. “The complexity inherent in the interaction
of the front wing with the open front tyres means there is still a lot of potential
for further development here. Indeed, we picked up a wealth of valuable
knowledge in this area with the F1.08.”

The nose of the car also reveals striking changes and is now considerably
higher and, above all, much wider than its predecessors. After a large number of
tests, this variant proved to be the most efficient when working in combination
with the new front wing.

Severe demands on cooling.

The new regulations have also presented the engineers with a challenge when
it comes to the car’s cooling concept, as lamellar outlet vents in the engine
cover are no longer permitted. For this reason, at the rear of the car the air now
flows back centrally through the aperture between the engine cover and the
gearbox. The channelling of the airflow takes on particular importance here, as
the hot air heats up all the nearby components. Where you used to be able to
vary the level of cooling through chimneys and lamellar outlet vents of different
sizes, now you can only vary the size of the air outlets.

But that’s not all, since the KERS elements also need to be cooled. While the
energy storage units fitted with impressive compactness in the two sidepods
are kept within the required temperature band by the flow of air, the KERS
control unit, which is fitted in the right-hand sidepod, has an integrated cooling
system.

The sidepods are high at the front and do not fall away as sharply to the rear as
in previous years. As chimneys or lamellar outlet vents may no longer be used
as an escape route for the exhaust air, the whole rear area of the car, including
the engine cover, has to increase in volume to enable optimum airflow over this
section as well.

The rear wing is totally new in terms of both its form and its position. It now
measures only 750 mm in width – instead of 1,000 mm, as on last year’s car –
but is 950 mm in height, up from the previous 800 mm. This change in the
regulations means that cars following behind will be subjected to less
turbulence. A particularly striking feature are the side endplates, whose form
has a major influence on the optimum functioning of the rear wing.
The lower levels of downforce will have an effect on the car’s aerodynamic
set-up. “In 2009 we’ll be running maximum downforce at a lot more circuits
than last season,” says Rampf.

Something the observer will not be able to spot at first glance are the changes
to the diffusor also specified in the regulations. This element now rises over
a longer area than before and leads further back along the car. As a result there
will no longer be direct interaction between the diffusor and the lower element
of the rear wing, which will make the car less sensitive to different airflows.
Making optimum use of tyre potential.

The switch to slick tyres was a central factor in the development of the car’s
suspension. The team collected initial data with the grooveless tyre, which
generates far greater grip than its predecessor, over the course of the summer
after Bridgestone delivered the first batch of slicks for testing. It quickly became
clear that achieving the right weight distribution would play a critical role. At the
front axle the priority was to extract the full potential from the tyre in the various
situations. Plus, optimised kinematics and high rigidity should allow it to give
the driver high-quality feedback.

Whereas the front axle for the new car shows only minor differences to the one
fitted on the F1.08, the rear axle is an all-new design adapted to the changes in
tyre characteristics. The aim was to achieve excellent traction, while at the same

time exploiting the lateral force potential of the tyres through an extremely wide
band. Added to which, the F1.09 should retain the impressive braking stability
of its predecessor.

And, of course, the engineers also placed considerable importance on keeping
the weight of the new car as low as possible. Numerous components were
further optimised to this end. There were no compromises, however, when it
came to rigidity.

“The development of the F1.09 centred on three key areas: aerodynamics,
optimum tyre utilisation and the integration of KERS. That’s where our focus
has been from the outset and where we have channelled the large reserves
of knowledge amassed during the course of last season. The F1.09 contains
the combined expertise of a highly motivated team – one which will be pulling
out all the stops to fulfil our ambitious aims once again in our fourth year on
the F1 grid,” sums up Managing Director, Walter Riedl.

[Source: BMW]

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BMW Sauber F1.09 - Official launch

The highly awaited official launch of the new BMW Sauber F1 monopost, took place today in Valencia, Spain this morning. This year, Formula 1 introduces new rules and regulation, many that will influence the outcome of this championship. Underdogs may well have their best chance of scoring wins while its always possible a powerhouse like Ferrari could fall on its face.

There are radical rule changes for the 2009 championship which include the return of slick tires. In the past decade, tires with four grooves have been used in order to slow down the F1 monoposts as they got progressively faster throughout the 90’s, as aerodynamics became more and more prevalent and the wind tunnels were standard in each time.

In 2009 the aerodynamic rules have changed to ban the use of any winglets, flip ups, or air modifiers on the side pods of the car. 2009 championship also allows the F1 teams to run a kinetic energy recovery system

Stew from BMWF1blog will report some more later today and give us a more detailed analysis.

In the mean time, here is the press release along with some photos:

BMW Sauber F1.09

Valencia, 20th January 2009. The BMW Sauber F1 Team raised the curtain on its 2009 season in Formula One in Valencia this morning. Robert Kubica (24) and Nick Heidfeld (31) unveiled the new BMW Sauber F1.09 shortly after nine o’clock. Kubica then took the car for its first lap of the southern Spanish circuit. The team goes into its fourth season with the ambitious aim of fighting for the World Championship title.
BMW Motorsport Director Mario Theissen reinforces the point: “We have set ourselves the task of further improving our performance relative to the rest of the field. The 1-2 in Canada and a total of eleven podium finishes in 2008 set an exacting standard. In 2009 we are looking to maintain our first-class reliability record while at the same time enhancing our performance levels so that we can be at the front of the pack on a consistent basis. We are aware that we are aiming extremely high. This is the final step in our development, and that’s generally the hardest one to take.”

Building the new car represented a massive challenge. Fundamental changes to the regulations have, in many cases, consigned the fruits of experience to the dustbin. Development work on what is a radically different race car got underway even earlier than usual. Indeed, the concept phase for the BMW Sauber F1.09 began back in February 2008. The 2009 car cuts a very different figure from all of its predecessors. Its nose is higher and much wider than before. The huge front wing consists of three elements and stretches across the full width of the car. The rear wing, on the other hand, is considerably slimmer – in line with the new regulations – and stands unusually high against the onrushing air. Intricate aerodynamic add-ons, such as air deflectors and cooling air exits, have been reduced to a minimum. Other eye-catching features include the sidepods, which are now higher at the front.

2009 also marks the return of treadless tires or slicks to Formula One. These will deliver increased front-end grip, which makes moving more weight to the nose of the car an attractive proposition. Counteracting this, however, is another new development which the teams have the option of introducing in the upcoming season: KERS (Kinetic Energy Recovery System). The component parts of this technology add extra weight at the rear of the car. Alongside aerodynamics and the optimum use of the slick tires, the integration of KERS represents another key challenge for the engineers. To this end, the front axle has been modified and the rear axle is a new design.

Willy Rampf is responsible for the F1.09 concept and will oversee operations at the race track in his capacity as Technical Coordinator. Managing Director of BMW Sauber AG Walter Riedl will lead the technical department at Hinwil in Switzerland and has responsibility for the development of the car.

While the chassis is the work of the Hinwil team, the KERS technology has been developed in Munich. There, Markus Duesmann (Head of Powertrain) and his team also have the job of preparing the BMW V8 engine for the extra mileage stipulated in the regulations. Each driver is allocated eight engines for the total of 17 races in 2009.

It may be all-change in terms of the engineering behind the car, but the men behind the wheel will be the same as in 2008. The BMW Sauber F1 Team will once again line up on the grid with the Pole Robert Kubica and German Nick Heidfeld as its driver pairing. And 26-year-old Austrian Christian Klien also stays with the team as test and reserve driver.

The team’s race drivers both demonstrated impressive reliability in 2008. Kubica racked up the most points for the team. The Pole added his name to the list of Formula One race winners in Canada, brought home the team’s first pole position in Bahrain and also notched up three second places and three third-place finishes during the course of the season. For 2009 he is hoping “that we are as strong at the start of the season as in 2008 and that we can maintain this level of performance up to the final race.”

Kubica’s team-mate Heidfeld, meanwhile, collected four second places and recorded the team’s first two fastest race laps in 2008. Looking ahead to the new season, he says: “The team started work early on the wide range of changes. I’m confident that we’re in good shape and am looking forward to the first race, when we’ll see whether the balance of power has shifted at all.”

The BMW Sauber F1 Team has conducted intensive preparations for 2009 as it attempts to achieve its latest ambitious aim. These have included early testing with KERS and new aero elements. “In the three years since the BMW Sauber F1 Team was formed, we have always met the goals we set ourselves and are confident that we can do so again this season,” explains Theissen. However, no matter how motivated the team may be and how much development work they have behind them, gauging their progress against the competition has never been so difficult – as Theissen acknowledges: “You can plan your level of performance, but not your results.”

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BMW Sauber F1.06 - F1.08 Series: The 2008 F1.08 monopost

The 101 points in 2007 with a very good F1.07 once again had the designers and engineers working overtime to produce an even better car and aerodynamics and balance were once again at the top of the list.

“Our aim was to build a car with impressive aerodynamic efficiency, but which also boasted a very stable aero balance,” he said. “This means that it hardly loses any downforce when the wheels are turned in, and thus gives the driver a lot of confidence.”

That pretty much sums it up.

It started with weight.  The F1.06 and F1.07 looked a bit bulky and didn’t fair well on the weight distribution side.  This year the car underwent changes to alleviate this problem.

This was another year for rule changes, the most significant being ’standard electronics’ which eliminated traction control and engine braking.  Now a car had to be created that could retain stability and balance throughout breaking into and through corners without the driving aids.

The other issue that had to be addressed as a result of rule changes was that the gearbox had to last four full race weekends.

To compensate for the lose of these aids, mechanical grip through the tires was the obvious answer and another focal point in the design of the F1.08

To summarize what was done, the placement of the engine was changed along with the length of the gearbox, weight distribution was dealt with, the size of the fuel tank was changed, and there were also suspension changes.  During this process, aerodynamics certainly didn’t take a back seat and these changes were done with that in mind.

“Our aim was to build a car with impressive aerodynamic efficiency, but which also boasted a very stable aero balance,” he said. “This means that it hardly loses any downforce when the wheels are turned in, and thus gives the driver a lot of confidence.”

The most dramatic visual aerodynamic change was done to the front wing and nose.  The front wing underwent a face lift and was suspended above the nose with three foils.  The nose is much slimmer once again to aid with the affect of more efficient air flow to the rear of the car.  The rear end of the car is also slimmer and smaller than the F1.07.  Other flanges and wings have been added to the engine cover to produce greater downforce and also to improve airflow through to the rear wing.

The season started off quite well and continued that way through the Canadian Grand prix, but when the team changed their focus to 2009, in season improvements all but stopped and BMW Sauber once again found themselves the followers with other teams quickly gaining ground.

Despite the downturn in the latter half of the season and driver unrest because of it, the developement of the F1.09 seems to be much further ahead than other teams and maybe that will prove an advantage that can carry on throughout the entire season.

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BMW Sauber F1.06 - F1.08 Series: Today F1.06

It’s the end of another era in F1, the era of expensive wind tunnels and complicated aerodynamic improvements. No more funky antlers (horns, dumbo ears), winglets, flexible front wings, noses with holes in them etc. In 2009 this drive for the perfect aerodynamic car is all but over with the introduction of new and dramatic rules.

I will put up 3 posts in the next few days dedicated to the F1.0- series from 2006 to 2008. Starting with the F1.06, here’s the first.

BMW entered F1 in 2006 as a team owner and developed 3 cars progressively aerodynamic with the F1.08 their finest and last. With the aero era over, here’s a bit about the 3 year evolution of the BMW F1.0- series before the 200 rule takeover.

In 2006, the first year for BMW Sauber a new engine rule was introduced where the three litre v10 engines were replaced with 2.4 litre v8 engines specifically the BMW P86 V8 . The new engines were smaller with a much lower output, but also more fuel efficient.

There have been some significant changes to the old Sauber car to make it the F1.06, starting from the chassis that has been lowered significantly at at the front. The nose also lowered with it’s underbelly curving up. Many aerodynamic changes were made to the front wing in the ongoing battle to improve airflow under the car and along the sides.

The fact the engines are smaller and therefore require smaller radiators, the sidepods could be more streamlined and aerodynamic. Another noticeable effect of the smaller V8 is the smaller diameter air intake in the front of the roll bar.

Big intentions, big ideas, and big efforts were all there for the team, but the realism was that this was the team’s first year and their first attempt at an F1 car.

Willy Rampf:

“We are not under any illusions: we have a long road ahead of us,” he said. “2006 is a year of transition, and so would be premature to declare any sporting objectives. The main thing is that everything is pointing in the right direction.”

The drivers for this first season were Jacques Villeneuve and Nick Heidfeld and by the end of the season Jacques had already been replaced by Robert Kubica and the results were good.

The first points for the team came at the Malaysian Grand Prix with Jacques Villeneuve finishing in seventh place. The Hungarian Grand Prix is where the team scored their first podium courtesy of Nick Heidfeld at the 2006 Hungarian Grand Prix. This was also the race where

Villeneuve’s career came to an end when suspiciously, Robert Kubica replaced Villeneuve with BMW stating that Villeneuve couldn’t drive because he hadn’t recovered sufficiently after his crash at the German Grand Prix. Not surprisingly BMW announced that Villeneuve wouldn’t be back with the team and that Robert Kubica (the third driver) would permanently replace him.

It was Robert Kubica who scored BMW Sauber’s second podium of the 2006 season at the Italian Grand Prix finishing third. By the time 2006 was finished BMW Sauber had finished fifth place in the constructor’s championship.  Fairly successful for the first year.

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Formula One: Radical changes in the 2009 season

Despite the Honda's plans to leave the Formula One championship, all the other racing teams are currently placing their monoposts under intensive testing sessions in order to comply with the new and more restrictive rules imposed by FIA.  There are radical rule changes for the 2009 championship which include the return of slick tires. In the past decade, tires with four grooves have been used in order to slow down the F1 monoposts as they got progressively faster throughout the 90's, as aerodynamics became more and more prevalent and the wind tunnels were standard in each time. By 2004, the cars were at their fastest levels under the current engine regulations of the time which required a V10 configuration of now more than 3.5 liter. 2007 came and the rules have been altered one more time: V8 2.4 liters were becoming the norm. Fast forward a couple of years, Max Mosley and his FIA board, decided to change the rules once again. In 2009 the aerodynamic rules have changed to ban the use of any winglets, flip ups, or air modifiers on the side pods of the car. The front wing minimum height has been lowered and the maximum length increased. There is also a restriction of any flaps directly in the middle of the wing under the nose. The rear wind maximum height has been raised and its length shortened. 2009 championship also allows the F1 teams to run a kinetic energy recovery system ( wiki:KERS ). This is a regenerative brake mechanism that captures the heat energy generated under braking and stores it to be used later to power an electric motor to add a "boost" for a determined amount of time via a steering wheel mounted button. The KERS technology is not mandatory and there are various forms being developed.  Next year races have the most radical regulations changes in years and these will most certainly shake up the order of performance from teams. Underdogs may well have their best chance of scoring wins while its always possible a powerhouse like Ferrari could fall on its face (not likely though). [Photos: F1technical.net ]

 

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Wait'll they get a load of... the 2009 F1 cars

What you see above is a shot of BMW's Formula 1 racer built to 2009 specs. Slicks are back for mechanical grip, but to reduce downforce and speeds -- and supposedly increase passing -- the rear wing has been trimmed down so much that it looks like a shelf from IKEA. The front wing on the car is also larger and wider, and extras like flip-ups and winglets on the front wing, nosecone and bodywork are prohibited next year. BMW has also been testing its KERS hybrid system, where other teams are using ballast while they sort out when they'll introduce their own systems. Frankly, that system could be just as shocking as the car itself. If the on-track action gets better, then we're all for it. But for now, these cars remind us of ugly things. [Source: F1 Live]

 

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